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smooth riding surface on bicycle paths. Bicy-cle
path pavements should be machine laid.
Soil sterilants should be used where necessary
to prevent vegetation from erupting through
the pavement. And, on portland cement con-crete
pavements, transverse joints, necessary to
control cracking, should be saw cut to provide
a smooth ride. Skid resistance qualities, how-ever,
should not be sacrificed for the sake of
smoothness. Broom finish or burlap drag con-crete
surfaces are preferred over trowel finish-es.
In areas where climates are extreme, the
effects of freeze- thaw cycles should be antici-pated.
Geotextiles and other similar materials
should be considered where subsurface condi-tions
warrant.
At unpaved highway or driveway crossings
of bicycle paths, the highway or driveway
should be paved as far as practible on either
side of the crossing to reduce the amount of
gravel scattered along the path by motor vehi-cles.
The pavement structure at the crossing
should be adequate to sustain the expected
loading at that location.
Good quality pavement structures can be
constructed of asphaltic or portland cement
concrete. Because of wide variations in soils,
loads, materials and construction practices, it
is not practical to present specific or recom-mended
typical structural sections. Local stan-dards
for construction, preparation of sub- base
and soil sterilization for a low- volume road
should, in most cases, produce an adequate
cross section for a bicycle path. However, Fig-ure
7- 11 shows some typical pavement struc-tural
sections.
Attention to the local governing conditions
and to the principles outlined above is needed.
Experience in highway pavement design,
together with sound engineering judgment, can
assist in the selection and design of a proper
bicycle path pavement structure.
Hard, all- weather pavement surfaces are
usually preferred over those of crushed aggre-gate,
sand, clay or stabilized earth since these
materials provide a much lower level of ser-vice.
However, with the growth in popularity
of mountain bikes, non- paved surfaces are
being considered more frequently. With their
wider lower- pressure tires, mountain bikes can
easily handle surfaces that would prove unsta-ble
for thin- tired bikes. Further, an unpaved
path will have a lower design speed, reducing
the potential for conflicts between high- speed
bicycles and low- speed pedestrians. The best
surfaces for unpaved paths are crushed stone,
stabilized earth or limestone screenings,
depending upon local availability.
Utility covers and drainage grates should
be flush with the pavement surface, and
drainage grates should be designed to allow the
crossing of bicycles from all angles. See Fig-ure
4- 1 on page 17 in the Roadway Improve-ments
chapter for more details on grate design.
Railroad crossings should be smooth and
should occur as close to 90 degrees to direction
of travel as possible in order to minimize the
danger of falls ( Figure 7- 12). Special rubber-ized
crossings and flangeway fillers, as
described in Figures 4 - 3 and 4 - 4 on pages 18
and 19, should be considered.
January 1994 Bicycle Paths 53
􀀀 􀀀 􀀀
􀀀 􀀀 􀀀 􀀀
􀀀 Asphaltic
concrete
( full depth)
Compacted
subgrade
Compacted
subgrade
Compacted
subgrade
Asphaltic
concrete
surface
Stabilized
aggregate
base
Portland
cement
75 - 100 mm
( 3 - 6 in)
75 - 100 mm
( 3 - 4 in)
100 mm
( 4 in)
38 - 50 mm
( 1.5 - 2 in)
Figure 7- 11: Typical pavement structural sections for
bicycle paths.
Source: AZ Bicycle Facilities Planning & Design Guidelines; AZDOT, 1988

smooth riding surface on bicycle paths. Bicy-cle
path pavements should be machine laid.
Soil sterilants should be used where necessary
to prevent vegetation from erupting through
the pavement. And, on portland cement con-crete
pavements, transverse joints, necessary to
control cracking, should be saw cut to provide
a smooth ride. Skid resistance qualities, how-ever,
should not be sacrificed for the sake of
smoothness. Broom finish or burlap drag con-crete
surfaces are preferred over trowel finish-es.
In areas where climates are extreme, the
effects of freeze- thaw cycles should be antici-pated.
Geotextiles and other similar materials
should be considered where subsurface condi-tions
warrant.
At unpaved highway or driveway crossings
of bicycle paths, the highway or driveway
should be paved as far as practible on either
side of the crossing to reduce the amount of
gravel scattered along the path by motor vehi-cles.
The pavement structure at the crossing
should be adequate to sustain the expected
loading at that location.
Good quality pavement structures can be
constructed of asphaltic or portland cement
concrete. Because of wide variations in soils,
loads, materials and construction practices, it
is not practical to present specific or recom-mended
typical structural sections. Local stan-dards
for construction, preparation of sub- base
and soil sterilization for a low- volume road
should, in most cases, produce an adequate
cross section for a bicycle path. However, Fig-ure
7- 11 shows some typical pavement struc-tural
sections.
Attention to the local governing conditions
and to the principles outlined above is needed.
Experience in highway pavement design,
together with sound engineering judgment, can
assist in the selection and design of a proper
bicycle path pavement structure.
Hard, all- weather pavement surfaces are
usually preferred over those of crushed aggre-gate,
sand, clay or stabilized earth since these
materials provide a much lower level of ser-vice.
However, with the growth in popularity
of mountain bikes, non- paved surfaces are
being considered more frequently. With their
wider lower- pressure tires, mountain bikes can
easily handle surfaces that would prove unsta-ble
for thin- tired bikes. Further, an unpaved
path will have a lower design speed, reducing
the potential for conflicts between high- speed
bicycles and low- speed pedestrians. The best
surfaces for unpaved paths are crushed stone,
stabilized earth or limestone screenings,
depending upon local availability.
Utility covers and drainage grates should
be flush with the pavement surface, and
drainage grates should be designed to allow the
crossing of bicycles from all angles. See Fig-ure
4- 1 on page 17 in the Roadway Improve-ments
chapter for more details on grate design.
Railroad crossings should be smooth and
should occur as close to 90 degrees to direction
of travel as possible in order to minimize the
danger of falls ( Figure 7- 12). Special rubber-ized
crossings and flangeway fillers, as
described in Figures 4 - 3 and 4 - 4 on pages 18
and 19, should be considered.
January 1994 Bicycle Paths 53
􀀀 􀀀 􀀀
􀀀 􀀀 􀀀 􀀀
􀀀 Asphaltic
concrete
( full depth)
Compacted
subgrade
Compacted
subgrade
Compacted
subgrade
Asphaltic
concrete
surface
Stabilized
aggregate
base
Portland
cement
75 - 100 mm
( 3 - 6 in)
75 - 100 mm
( 3 - 4 in)
100 mm
( 4 in)
38 - 50 mm
( 1.5 - 2 in)
Figure 7- 11: Typical pavement structural sections for
bicycle paths.
Source: AZ Bicycle Facilities Planning & Design Guidelines; AZDOT, 1988